Elevator system



c't. l5, 1968 H. BERKOVITZ ET Ar.

ELEVATOR SYSTEM 6 Sheets-Sheet l Filed Nov. 25, 1966 10.5.1 OFSmmmO OOo m40 Oct. 15, 1968 H. BERKOWTZ ET Al.

ELEVATOR SYSTEM Filed Nov. 25, 1966 6 Sheets-Sheet 2 Oct. 15, 1968 H. BERKovlTz ET Al. 3,405,782

ELEVATOR SYSTEM 6 Sheets-Sheet 4 Filed Nov. 25, 1966 Oct. 15, 1968 H. BERKowTz ET AL- 3,405,782

ELEVATOR SYSTEM Oct. 15, 1968 H. BERKOVITZ ET AL 3,405,782

ELEVATOR SYSTEM Filed Nov. 25, 1966 6 Sheets-Sheet 6 moco.

United States Patent O 3,405,782 ELEVATOR SYSTEM Harry Berkovitz, Glen Rock, and Lennius R. Rissler,

Newark, NJ., assignors to Westinghouse Electric Corporation, Pittsburgh, Pa., a corporation of Pennsylvania Filed Nov. 25, 1966, Ser. No. 597,049 12 Claims. (Cl. 187-58) ABSTRACT OF THE DISCLOSURE Vertically opening double-panel elevator hatchway doors are driven by a master door operator through a chain and sprocket drive means connected to one edge of each panel. One panel is maintained in a horizontal attitude while being driven vertically by means of a cable and pulley reeving scheme. Relating cables connected between the two panels on both sides provide positive means to maintain the second panel in a horizontal attitude during vertical travel in both directions and prevent movement of the panels in either direction when the sprocket wheel drive is locked up.

This invention relates to the elevator art and has particular relationship to elevator systems in which the doors on the elevator cars and the doors on the hatchway are moved vertically. Such systems are encountered particularly in freight elevators.

ln such an elevator system each elevator car moves in a hatchway which has openings at `a plurality of landings at each of which the car may stop. The elevator car is provided with door means which may be a single movable door panel or gate movable between open and closed positions, or the door means may consist of two door panels which are coupled so that they separate when the car entrance is to be opened and converge when the entrance is to be closed. Each opening in the hatchway, or hatch opening, is also provided with door means which may consist of a single panel which can be moved up or down between opened and closed positions or `a pair of coupled panels which separate or converge. Typically, the door means on the car is provided with a motor which is energized to open or reclose the doors. It is desirable in the interest of economy to provide facilities for driving the hatch door means from this motor drive on the car through a coupling drive rather than to provide a separate motor for each hatch door. A door operator in an elevator system in which the hatch for door means is `operated by the motor for the car door means is called a master door operator.

This invention is particularly applicable to freight elevator systems of the master-door operator type in warehouses. In many situations, the floors of `a warehouse are spaced a relatively short distance apart. Often this distance is substantially smaller than the distance over which the panels in the hatchway opening move between the opened and closed positions. In the open position the panels of the doors then overlap, and the coupling drive cannot readily include components which are secured to, or penetrate into, the door means in the region between the panels for the hatchway and the car panels. While there are also numerous installations in which the door for different oors do not overlap, it is desirable that the master-door operators be usable with all types of installations and the operators for nonoverlapping installations must be suitable for overlapping installations. For this reason, it is desirable that the coupling drive means between the door means of the car and the hatch door means engage the hatchway panels laterally of the openings which they close.

In accordance with the teachings of the prior art, the

3,405,782 Patented Oct. 15, 1968 ICC coupling drive between the car door means and the hatch door means is provided with an arm Which is moved as the car panels are moved between the open and closed positions. When a car is stopped at any landing, this arm engages a channel having horizontal flanges which are connected to the hatch door panels. As the car door panels are moved to the open or closed positions the arm engages the anges of the channel and moves the hatch door panels correspondingly to open or closed positions.

This prior art apparatus has the disadvantages that for operation of the coupling drive the car must be stopped at a precise position. If the car is stopped either above or below the position at which the arm can enter the channel, the engagement is not effected and the proper opening and closing of the car door means cannot be carried out. The arm may also become wedged against the flanges of the channel and jam the car in the hatchway. Because the car must come to a complete stop to effect opening of the hatch door means, the opening or closing of the door means cannot be started yas the car approaches or leaves a landing and the leveling of the car at a landing cannot be effectively carried out.

A copending application of H. Berkovitz, Ser. No. 596,929, tiled concurrently herewith and assigned to the same assignee, (case No. 37,843) particularly deals with the mechanism for operating vertically opening hoistway doors from the elevator car even While the car is approaching or leaving the floor or while the car is being leveled. This application describes a means for actuating the hoistway doors from one side only. For more eicient operation of the hoistway doors which are driven from only one side particularly in installations where the doors are wide, it is desirable to provide means for preventing the doors from rotating about an axis perpendicular to the doors so that there is no tendency for the doors to bind. Furthermore, it is desirable that some positive means be provided to securely lock doors which lare driven from one side only so that they may not be pried open from either the undriven or the driven side when they are in the closed position.

It is therefore the object of this invention to provide an improved door system which is free of binding.

It is another object of the invention to provide a system as stated in the preceding paragraph Without obstructing the space between the vertical support members other than with the door panels themselves.

Is is also an object of this invention to provide a means for securely locking the undriven sides of the doors as well as the driven sides so that they cannot be pried open when they are closed.

In the aforesaid application an elevator system is provided in which the coupling drive of the master door operator includes an interlock member typically in the form of a generally vertical vane which is carried by the car and is movable in a generally horizontal direction by the drive for the car door means. The coupling drive also includes a cooperative member in the hatchway at each landing which may be interlocked with the vane and moved with the vane in a generally horizontal direction while permitting vertical movement of the vane. The interlocking with each cooperative member is eected as the care approaches its landing, the vane moving generally vertically into a slot in the cooperative interlocking member. The cooperative interlocking member is coupled to one side of the hatch door means in such a way that as it is moved by the vane in one horizontal direction or the opposite, the hatch door is opened or closed.

In accordance with this invention, a system of pulleys and cables is provided to transmit a portion of the force applied in the above manner to only one side of each panel of the hatch-door to the undriven sides of the panels so that the panels will not bind while they are being raised or lowered. This system of pulleys and cables performs the additional function of securely locking the undriven sides of the panels when the driven sides are locked.

For a better understanding ,of this invention, both as to its organization and as to its method of operation, together with additional objects and advantages thereof, reference is made to the following description taken in connection with the accompanying drawings, in which:

FIGURE 1 is a fragmental view, generally diagrammatic, showing the relationship between the panels of the hatch door means and the landing access openings of an elevator system in which this invention is embodied;

FIG. 2 is an exploded view, generally diagrammatic, showing the relationship between the car door means and the hatchway door means in a system in accordance with this invention;

FIG. 3 is an isometric view of an elevator system according to this invention showing a car approaching, or leaving a landing;

FIG. 3A is an isometric View showing the balancing mechanism for the hatch doors as seen from inside the hoistway;

FIG. 4 is a View in elevation of the Car Door Operator and a portion of the Coupling Drive connected to the car door means drive;

FIG. 5 is an end view as seen from the right of FIG. 4 of the Car Door Operator;

FIG. 6 is a view in elevation of the Coupling Drive connected to the Hatch Door Operator;

FIG. 7 is an end View as seen from the right of FIG. 5;

FIG. 8 is a top view showing the `Car Door Operator, the 'Coupling Drive, and the Hatch Door Operator; and

FIG. 9 is a view, partly in section and partly in elevation, of the carriage of the Coupling Drive.

The distance between successive oors is relatively short in many of the warehouses where elevator systems according to this invention are installed. As shown in FIG. 1 the panels 21 and 23 of each of the hatch door means, at the intermediate oors, when in the open position, extend over the hatch entrance of the iioors just below or just above and overlap the adjacent panels 23 and 21 of the adjacent door means. The components of a master door operator which interconnect the car door means and the hatch door means cannot then be readily interposed between the car panels and hatchway panels 21 and 23. The invention disclosed in the aforementioned copending application meets this condition Without including interconnections which demand that the car be stopped at each landing before the doors are opened.

The apparatus according to that invention is shown in simplified form in FIG. 2 as embodied in a system in which the car door means has a single panel or gate 27 and the hatch door means includes the panels 21 and 23. This apparatus includes a Car Door Operator, a Hatch Door Operator, and a Coupling Drive. The gate or panel 27 includes a pair of laterally extending arms 29 and 31 to which the Car Door Operator is connected. The hatch panes 21 and 23 include lateral arms 33 and 35 to which the Hatch Door Operator is connected and lateral leveling arms 37 and 39 (see FIGURE 3a). The Coupling Drive interconnects the Car Door Operator and the Hatch Door Operator at each landing.

The Car Door Operator includes a motor 41, which may be of the usual direct-current type and which is energized from the power supply cables (not shown) available in a car 43. The motor 41 is connected through a speed-reducing system including belts 45 and 47 and pulleys 49, 51, 53 and 55 to rotate a sprocket wheel 57 that drives a chain 59 connected to one of the arms 29 extending laterally from the gate 27 of the car door means. A counterweight 61 is suspended from the end of the chain 59 opposite to that connected to the arm 29.

On the shaft 63 of the sprocket wheel 57 there is also a drum 65 on which a cable 67 is wound, vOne end of the cable I67 is connected to the arm 31 extending laterally from the opposite end of the gate 27 and when the sprocket wheel 57 and its shaft 63 are rotated the chain 59 and cable 67 raise or lower the gate 27.

The Coupling Drive includes a drive sprocket wheel 71 on the shaft 63, an idler sprocket Wheel 73 horizontally, inwardly away fr om the entrance 25, and a chain 75 movable horizontally on the wheels 71 and 73. The chain 75 carries an extending interlock member 77 in the form of a vane which projects away from the side wall 0f the car 43. As the sprocket wheel 57, which drives the raising and lowering chain 59, is rotated in one direction or the other vane 77 is moved horizontally backward or forward by the horizontal movement of the chain 75 of the Coupling Drive.

The Coupling Drive also includes at each landing a carriage 81 provided with movable jaws or drive blocks 83 and 85 defining a slot between them. The slots of the carriage 81 at the landings are aligned with the vane 77 of the car 43 which moves up and down along the hatchway so that as a car approaches a landing its vane 77 moves into engagement with the slot defined by the jaws 83 and 85 of the carriage 81 at the landing.

The Coupling Drive at each landing also includes a chain 87, an idler sprocket wheel 89 and a driving sprocket wheel 91. The sprocket wheels 89 and 91 are aligned horizontally. The carriage 81 is moved by the vane 77 and is connected to the chain 87 to move the chain as it is moved by the horizontal movement of the vane. As the chain 87 moves, the driving sprocket wheel 95 connected to a vertical chain 97 is rotated. This chain 97 is connected to the arms 33 and 35 extending from the panels 23 and 21 and when the sprocket Wheel 95 is rotated the panels 21 and 23 are .opened or closed. At the side opposite from the chain 97 the panels are suspended from a cable 99 which extends around a sheave 101 supported from the wall of the hatchway and is connected to the support arms 37 and 39.

When driving the vertically moving panels from one side only there is a tendency for the panels to bind. This can become a serious problem in installations spanning wide openings. The binding is a result lof the tendency of the panels to rotate about a horizontal axis when they are .lifted from only one side. In onder to eliminate this tendency, means are provided for transmitting a portion of the operation force applied through arms 33 and 35 to the undriven sides of the panels. Since an important reason for driving the panels from one side was to free the space between the guide members for movement of the door panels, the portion of the means for transmitting part of the operating force to the undriven sides of the panels which must span the opening is kept clear of the doorway when the door is open.

FIG. 3A illustrates the mechanism for eliminating the binding tendency. Four pulleys 503, 505, 507 and 509 are attached to the bottom panel 23. Pulleys 503 and 507 are reeved between fixed arms 521 and 523 by cable 529. Pulleys 505 and 509 are reeved between fixed arms 52S and 527 by cable 531. When a force is applied to the support arm 33 in an upward direction to raise the lower panel, the panel 23 tends to rotate counterclockwise about a horizontal axis perpendicular to the plane 'of the panel. This tendency is resisted, however, by the cable 531 which would necessarily have to elongate if such rotation were to be permitted. Since the cable 531 is fixed between points l525 and 527 and is made of material which will not stretch appreciably, a force is exerted on the undriven side of panel 23 through pulley 509 to raise pulley 509 the same amount that pulley 505 was raised on the driven V side. Similarly, if a force is applied to arm 33 in a downward direction to lower panel 23, the panel tends to rotate in a clockwise direction about a horizontal axis'perpendicular to the plane of the panel. The cable 529 resists this tendency in the same manner that cable 531 resisted rotation in the counterclockwise direction. In so doing it exerts a force on the undriven side of panel 23 in a downward direction through pulley 507 to lower pulley 507 the same distance that pulley 503 is lowered. Thus the panel 23 is maintained level despite the fact that the external operating force is only applied to one side.

When the lower panel 23 is moved in a downward direction the arm 35 on the upper panel exerts a force in the up direction upon the driven side of the upper panel 21. This force by itself would create a tendency for panel 21 to rotate in a counterclockwise direction about an axis perpendicular to its plane, however, the cable 99 exerts a force on arm 39 in the upward direction to raise the undriven side of the upper panel as the undriven side of the lower panel moves in the downward direction. The upper panel 21 is thereby maintained level during upward travel. The relating cable 100 reeved over pulley 102 between arms 37 and 39 insures that the undriven side of upper panel 21 moves down the same distance as the driven side during lowering of the upper panel.

In the preferred embodiment of the invention shown in FIG. 3A, the pulleys 503 and 505 are mounted on a common axle as are pulleys 507 and 509, although it is not essential to the operation of the invention that they be so arranged. In addition, it is preferred that these pulleys and their associated cables, 529 and 531, be encased in the hollow channel 535 formed by extending the upper edge of the lower panel rearward, then down vertically and nally forward to the rear of the lower panel. The upper surface yof this ledge performs the additional function of acting as a surface against which the upper panel, which is recessed it will be recalled to clear the lower panel of the door above, can close.

In addition to counteracting the tendency of the panels to rotate when driven on only one side, the assembly provides positive locking means so that the panels cannot be pried open when they are closed. 1f the carriage 81 is locked, the sprocket wheel 91 is prevented from rotating by chain 87. This in turn prevents the chain 97 from moving. The driven side of panel 23 cann-ot be pushed down and the relating cable 98 prevents the upper panel 21 from being raised on that side. At the same time, the undriven side of panel 23 cannot be pushed down because cable 531 restricts `movement of pulley 509 in the down direction to the distance that pulley 505 moves in the down direction. Since pulley 505 is locked in place, pulley 509 cannot be forced down. To complete the locking mechanism cable 100 prevents the undriven side of panel 21 from being raised. Therefore the latch 271, described below, which is placed where it cannot be easily tampered with, locks both sides of the door securely.

The described lmechanism makes it possible to lock and drive a very wide opening economically and effectively since it will mean using one master drive instead of two drives as is taught by the prior art.

In operation, when the car 43 approaches or recedes from a landing, the motor 41 is energized rotating the sprocket wheel 57 connected through the pulleys 49 through 55 and belts 45 and 47 at a substantially lower speed and at the same time driving the chain 75 to which the vane 77 is connected. The rotation of the sprocket wheel 57 causes the gate 27 to be raised or lowered. When the car 43 is near a landing the vane 77 slides into the slot 83-85 of the carriage at the landing and as the vane 77 is moved towards the rear of the car 43 the carriage is moved with it moving the chain 87 to which it is connected. When the gates 21 and 23 are to be opened, engagement of the vane 77 and blocks 83, 85 unlocks the hatchway gates 21 and 23 at the landing. A similar operation takes place when the car 43 is receding from the landing and the gates are closed and locked.

As shown in FIGS. 3 through 9 the car 43 in the practice of this invention, includes a box-like cab 109, which has an opening in the front to which access may be obtained through door means including the gate 27 which may be raised or lowered. The cab is supported on a framework including vertical stiles 111, 112 to which a crosshead composed of channels 113 and 115 are welded or otherwise secured. The car moves along rails 117 and 119 in the form of beams of T-section extending along the hatchway. The central stiles are provided with shoes (not shown) which engage the web of the rails 117 and 119 and maintain and guide the car along the hatchway.

Near the entrance of the cab 109 at both ends of the access opening, angles 131 and 133 extend along the inside of the cab and project through the top of the cab (see FIGURE 3). The angle on the side of the motor 41 is formed in two parts, an upper part 131 and lower coextensive part (not shown in the interest of clarity). The lower part is secured to the platform of the cab. The angles 131 and 133 (and they are not shown) carry flat tracks 135 and 137 for the gate 27. The gate has wooden shoes 139 and 141 which engage these tracks 135 and 137 respectively. The angle (not shown) coextensive with angle 131 carries a U-shaped casting 151 through beams 153 and 155 for the shaft 63. This casting 151 carries a generally triangular plate 167 on which the -motor 41 is supported and in which the pulley 49 is journaled. This plate also carries the bearing 59 for the pulleys 51 and 53. Secured to the outside wall 161 of the cab 109, adjacent the angle 131, there is a guide 163 for the counterweight 61. The vane 77 of the Coupling Drive is movable along a track 171 in the form of an I-beam. This track 171 is supported from the channel 113 of the crosshead and from the triangular plate 157 by hexagonal spacers 173 and 175. The web 177 of the track carries the bearings 181 for the sprocket wheels 73.

The vane 77 carries a -bracket 191 with an extension 193 which engages the chain 75 and carries the vane 77 as the chain is moved (see FIGURE 2). The bracket 191 carries upper and lower shoes or guides 195 and 197 which engage and are slidable along the flanges 199 at the track 171 (See FIGURE 5).

Near its upper part the bracket 191 carries a support 201 for cams 203 and 205 which actuate limit switches 207 and 209 to operate appropriately the vane 77 and cooperate with cam rollers 211 and 213 to actuate the switches 207 and 209 in the required manner (see FIG- URE 4).

The part of the Coupling Drive which actuates the hatchway panels 21 and 23 is mounted on a supporting bracket 221 at each landing secured to rail 117 and a cooperative supporting angle 223 secured to the walls of the hatchway opposite the portion at which the bracket 221 is secured to the rail 117 (see FIGURE 3). A track 225 for the carriage S1 which interlocks with the vane 77 is mounted between the brackets 221 and 223. This track 225 has an angle cross-section including a rectangular guiding portion 226 from which an apron 229 extends. The apron 229 is bolted to the brackets 221 and 223 thus serving to support the track 225. The apron 229 also serves to support a bracket 230 for the sprocket wheel 89 and its bearing 231 (see FIGURE 8). A U-shaped bracket 233, which supports the bearings 235 for the sprocket wheel 95 that is connected to the hatch doors and the sprocket wheel 91 that is driven by the chain 87, is bolted to the side of the bracket 223 which is perpendicular to the track 225.

The carriage 81 includes a guide 241 which slides along the track 225 and in the form of Ia yoke composed of plates 243, 245 and 247 bolted together and encircling the guide portion 226 of the track (see FIGURES 6 and 7). The plate 243 is secured to the chain 87 and it and the carriage 81 are carried by the chain. The plate 245 carries a block 251 which carries a bracket 253. This bracket 253 has a horizontal overhang from which a pair of pins v255 and 257 extend. The guide blocks 83 and 85 are pivotally ymounted on the pins 255 and 257 respectively (see FIGURE 9). These guide blocks 83 and 85 have angular tips 261 and 263 and are spaced so that a generally vertical slot is formed between the corresponding sides of the tips. The blocks 83 and 85 are held in balanced relationship setting the slot at the appropriate 7 length by a spring 265 which extends between projections 267 and 269 on the blocks.

The carriage 81 has a latch 271 which is an elongated member having a latching hook 273 and a tail 275 that is disposed in the path of a tail 277 on the guide block 83. The latch 271 is pivotally mounted on the pin 255 on which this drive block 83 is mounted and has a slot 279 permitting movement relative to the pin 257 on which the other guide block 85 is mounted. The latch 271 is urged into lthe locked position by a spring 281, connected at one end to a washer 283 secured to a pin 285 extending horizontally from the bracket 253. The other end of the spring 281 engages a boss 287 on the latch 271.

The bracket 291 also carries an interlock Vassembly 297 to indicate that the door means are open (see FIGURES 6 and 7). The carriage has a second bracket 291 bolted to an extension of the track 225. This bracket 291 has an overhang from which a locking pin 293 for the gates 21 and 23 extends downwardly. The gates are locked in the closed position by the engagement of this pin 293 by the hook 273 of the latch 271.

In the stand-by position of each landing the hook 273 engages the pin 293 locking the panels 21 and 23 in closed position in the manner described above. As the car approaches a landing the vane 77 moving downwardly with the car moves in between the drive blocks 83 and 85. Upon energizaton of the motor for the gate 27 of the car 43, the chain 75 driving the vane 77 is moved horizontally, moving the vane horizontally. The vane 77 then engages the drive block 83 pivoting this block to the position where its tail 277 engages the tail 275 on the latch 271- The hook 273 on the latch 271 is disengaged from the pin 293 and the panels 21 and 23, are permitted to open. As the vane 77 now moves the guide block 83 now moves the carriage 81 towards the rear opening the panels.

When the hatch door means is to be closed the motor 41 is energized to drive the gate 27 in the opposite direction. The vane 77 then moves toward the forward end of the car 43 and hatchway engaging the forward drive block 85 and causing the carriage 81 to advance towards the access opening at the landing. This causes the gates 21 Iand 23 at the landing to reclose. When the carriage 81 reaches its most forward position the hook 273 on the latch 271 slides over the pin 293 and is snapped into engagement with the pin by the spring 281. The driven sides of panels 21 and 23 are then locked in position by the chains 87 and 95 in conjunction with cable 98, while the undriven sides are securely locked by the receiving scheme.

While a projecting vane which enters a slot is shown the f structure may be reversed to include a slotted member on the car engaged by projecting means at each landing.

The advantages of a master operator are many. It reduces the number of drive elements which reduces the cost -and greatly simplies the control cost and maintenance. The invention herein described permits use of a master door operator which drives vertically opening doors from one side only, even on installations spanning very wide openings.

We claim as our invention:

1. A door arrangement comprising first and second spaced and parallel guide members, rst and second door panels mounted for converging and diverging movement parallel to the guide members to close and expose a doorway, means applying to at least one door panel adjacent the rst guide member an operating force acting parallel to the guide member, means conned substantially to the space adjacent said rst door panel and to the space adjacent said guide members preventing rotation of said rst panel about an axis perpendicular to said panel, and relating means positively coordinating the movement of said rst and second panels during both opening and closing movement whereby said second panel is Iprevented from rotating about an axis perpendicular to said second panel.

2. In combination with the door arrangement of claim 1, a locking means, said locking means being connected to one side of a panel and through cooperation with said means preventing rotation of said -flrst panel and said relating means locking both panels against travel in either direction of movement when engaged.

3. The door arrangement of claim 1 in which said means preventing rotation of said first panel comprises a first pulley system and in which said relating means comprises a second pulley system conned substantially to the space adjacent to the guide members.

4. The door arrangement of claim 3 in which said second pulley system comprises four pulleys and four cables, one end of a rst cable being coupled to the` rst panel in the vicinity of said rst guide member, the other end being coupled to the second panel in the vicinity of the rst guide member, said irst cable being reeved over a iirst pulley rotatably mounted on said rst guide member beyond the limit of travel of said couplings in a rst direction of movement, a second cable being similarly coupled to the iirst and second panels in the vicinity ofthe rst guide member and reeved over a second pulley rotatably mounted to said rst guide member beyond the limit of travel of said couplings in the second direction of movement, said third and fourth cables being similarly coupled to the `first and second panels in the vicinity of the second guide member, said third cable being reeved over a third pulley rotatably mounted on said second guide member beyond the limit of travel of said couplings in said iirst direction of movement and said fourth cable being reeved over a fourth pulley rotatably mounted on said second guide member beyond the limit of travel of said couplings in said second direction of movement.

5. The door arrangement of claim 4 wherein the means applying the operating force to the panels comprises drive means connected to one of said pulleys which in turn transmits the operating force to the panels through the associated cable, said arrangement in combination with locking means connected to said drive means for preventing movement -of said driving pulley when engaged whereby the panels are locked against travel in j either direction of movement.

6. An elevator hoistway door arrangement comprising vertical guide members adjacent to the vertical sides of the doorway, iirst and second door panels mounted vertically between said guide members for vertical movement in opposition to each other, so that said panels close said doorway when they converge and expose said doorway when they diverge, means for applying to one door panel adjacent said irst vertical guide member an operating force acting vertically, means conned substantially to the space adjacent said lirst panel and said vertical guide members preventing said rst panel from rotating about a horizontal axis, and relating means positively coordinating the movement of said second panel in opposition to said first panel during both opening and closing, said relating means being effective to prevent rotation of said second panel about a horizontal axis.

7. The hoistway door arrangement of claim 6 in combination with a hoistway, an elevator cab which moves up and down in said hoistway serving a plurality of levers a substantial number of which have hoistway door arrangements, a motive device for supplying said operating force attached to and moved with said cab and means for coupling the motive device to the door arrangement which is substantially adjacent to the position of the cab so that a single motive device operates all the said door arrangements.

8. The hoistway door arrangement of claim 6 in which said means preventing said lirst panel from rotating about a horizontal axis comprises 4 pulleys and 2 cables, a first and second pulley being rotatably mounted to said rst panel in the vicinity of said rst guide member, a third and fourth pulley being rotatably mounted to said iirst panel in the vicinity of said second guide member, said first and third pulleys being reeved by the first cable between a point on said first guide member above the highest point reached by said first -pulley during upward travel of said panel and a point on said second guide member below the lowest point reached by said third -pulley during downward travel of said panel, said second and fourth pulleys being reeved by the second cable between a point on said first guide member below the lowest point reached by said second pulley during downward travel of said first panel and a point on said second guide member above the highest point reached by said fourth pulley during upward travel.

9. The hoistway door arrangement of claim 6 in which said relating means comprises four pulleys and four cables, one end of a first cable being coupled to the first panel adjacent to said first guide member, the other end of said first cable being coupled to the second panel adjacent said first guide member, said first cable being reeved over the first of said pulleys rotatably mounted to said first guide member above the highest point reached by said couplings during upward travel of either coupling a second cable being similarly coupled to the first and second panels adjacent the first guide member and reeved over the second pulley rotatably mounted to said first guide member below the lowest point reached by said couplings during downward travel of either coupling, said third and fourth cables being similarly coupled to the first and second panels adjacent to the second guide member, said third cable being reeved over a third pulley rotatably mounted on said second guide member above the highest point reached by the associated couplings during upward travel of either associated coupling and said fourth cable being reeved over a fourth pulley rotatably mounted on said second guide member below the lowest point reached by the associated couplings during downward travel of either associated coupling.

10. The hoistway door arrangement of claim 8 in which the first panel is the lower panel and in which the pulleys and the portions of said cables between said pulleys are encased in a horizontal channel within said first panel, said channel extending substantially the full width of said first panel.

11. The hoistway door arrangement of claim 7 in which the coupling means includes at a plurality of landings a locking means which when engaged cooperates with the means preventing said first panel from rotating about a horizontal axis and the relating means to prevent movement of either panel.

12. The elevator hoistway door arrangement of claim 7 wherein said first panels of the hoistway doors at adjacent oors are in a common vertical plane while the second 4panels of adjacent doors are also in a common vertical plane which is parallel to and in close proximity to the plane of said first panels whereby the panels of the hoistway door at one level upon opening may overlap the panels of the hoistway doors of closely spaced adjacent floors.

References Cited UNITED STATES PATENTS 1,519,355 12/1924 Brubaker 187--52 2,358,994 9/1944 Peelle 187-52 2,849,085 8/1958 Hopfeld 187-17 3,051,269 8/1962 Guilbert 187-60 EVON C. BLUNK, Primary Examiner.

H. C. HORNSBY, Assistant Examiner. 

